There was a time not long ago when if you wanted a really quick street Pontiac, you dropped a Rat motor between the fenderwells. Sure, the purists threw rocks at you, but the simple truth was horsepower was easier and cheaper with the Chevy. Each time this happened, somewhere there was a disturbance in the great cosmic ether of Pontiac karma, and this must have pissed off some rather motivated Pontiac people. They saw each Rat swap as a personal insult and decided to do something about it. The result of this affront is an arsenal of killer Pontiac cylinder heads and cylinder blocks that can lay claim to some serious power numbers. Sure, GM in the fog of forgetting where it came from has scalped the Pontiac logo from the GM family tree, but clearly not everyone intends to forget.

2/15Combine a great set of Roland aftermarket Pontiac cylinder heads with some compression, a solid roller cam, and a 1,050-cfm Holley Dominator carb and you have the ingredients for a stout street Pontiac.

Andy Mitchell, owner of Hardcore Racing, is a low-key engine builder who has constructed a fair number of Pontiac engines that measure up to the company's name. Mitchell has built several big-inch, normally aspirated, real Pontiac engines that have made more than 1,000 hp. There may not be an original GM part to be found in these engines, but they nonetheless pay strict homage to the Pontiac lineage. For this story, we followed along as Mitchell assembled a car-crafty version of a 400 Poncho, block-based, 434ci motor that makes an honest pump gas 650 hp. Here's how he did it.

The Short-Block
The world of Pontiac high performance is rapidly changing. If power is the goal and money is no object, the Indian Adventures II iron block or the Butler aluminum version offer unbelievable strength and large displacement foundations for the born-again Poncho. Mitchell has plenty of experience with these pieces, but this particular customer was looking for a conservative 650 hp, which pointed Mitchell to a stock, '70-vintage, 400 block. It featured a 4.125-inch bore and a 3.750-inch stroke, which is basically a larger-bore version of the 389. Mitchell's combination enlarged the bore to 4.155 inches and stretched the stroke to an even 4.00 inches to produce 434 ci.

According to Mitchell, "In 30 years of building these engines, I've never broken a block, but many other people have. At this power level, we're OK. It's around 750 hp where the stock blocks tend to crack." But this doesn't mean Mitchell didn't inject some beef into this casting. The first upgrade was a full set of Pro-Gram Engineering four-bolt steel main caps. Next, he opened up the main bearing oil feed holes to 3/16 inch and increased the main bearing clearance to 0.003 inch to adjust for the small-journal, 3.00-inch-diameter mains. Rod bearing clearance came in at 0.0028 inch. The only other major requirement for this stock-block buildup was to reinforce the somewhat open lifter bore area on the stock Pontiac blocks. SD Performance makes what it calls the Mega Brace, a series of bolt-in aluminum pieces designed to support the bottom of the lifter bores that tend to crack when subjected to higher engine speeds and greater valvespring pressure. The Mega Brace can even be installed after the short-block is assembled.

Cam Specs
Mitchell custom-spec'd this Comp mechanical roller, so you won't find a part number for this cam in the catalog. Call Mitchell at Hardcore for the details on the lobes.

CAMSHAFT

DURATION AT 0.050 (DEGREES)

LIFT (INCHES)

LOBE SEPARATION (DEGREES)

VALVE LASH (INCHES)

Intake

266

0.675

111

0.020

Exhaust

272

0.675

0.020

Roland Heads
Focus your short attention here. Roland Racing is a small shop that does big things. Casting a cylinder head with the expectation of making a couple of dollars is an achievement unto itself. But doing so for a limited number of Pontiac enthusiasts might well be considered risky. But the results speak for themselves. The Roland CV-1 aluminum cylinder head goes far beyond just replicating a production head by canting the valves to open them into the center of the cylinder and therefore improving flow potential, even on a small-bore engine. This is completely different from typical '60s valve layout technology. This clean-sheet design also demanded changes to the intake port layout to create separation from the pushrods so as not to compromise flow with port intrusions or tunnels. All this equates to some serious flow potential as evidenced by the accompanying flowsheet. While Mitchell did elect to drop extra coin on a T&D shaft rocker system, the Roland CV-1 heads allow the use of more affordable stud-mounted roller rockers. For a made-in-the-USA boutique cylinder head like this, the Roland price of just under $3,000 for a complete pair of heads that flow damn near 350 cfm at 0.700-inch valve lift qualifies for steal-of-the-century status.

9/15Cylinder head flow is the Holy Grail of horsepower. The easiest way to make monster power is with a large-cubic-inch Pontiac fitted with these Roland Racing CV-1 aluminum castings.

Flow Numbers
These flow numbers were generated on Westech's SuperFlow 600 bench using a 4.175-inch bore size at 28 inches of water test depression. While Mitchell's cam only lifts the valve to 0.675 inch, note how these heads continue to deliver flow improvements up to a staggering 1 inch of valve lift. These are as-cast flow numbers. Porting could easily push the intakes above 400 cfm.

13/15

CFM VALVE LIFT

INTAKE

EXHAUST

E/I (PERCENTAGE)

0.100

72

61

85

0.200

145

114

78

0.300

220

142

64

0.400

273

166

61

0.500

303

186

61

0.600

330

202

61

0.700

349

211

60

0.800

358

220

61

0.900

373

230

62

1.000

385

240

62

The Test
The final assembly included adding the necessary Roland CV-1 single-plane intake manifold along with a 2-inch phenolic spacer topped off with a Holley Ultra Dominator 1,050-cfm three-circuit carburetor. Even though the motor was only 434 inches, the CV-1 heads seem to prefer a larger 2-inch primary header. Bolting up this completed package on Westech's dyno, Mitchell and Westech's Steve Brulé performed some quick jetting and timing exercises and then cranked out an impressive 650 hp at 7,000 rpm. On the other end of the curve, peak torque occurred at 5,500 rpm with 549 lb-ft, which outlined a wide powerband of 1,500 rpm. And there was no race gas here-this was on little more than California-conservative 91-octane. Mitchell says the owner was initially going to stuff this beast into an original '65 GTO but reconsidered, and it now occupies the engine compartment in a '69 Firebird. Just for fun, we plugged the power curve into a simulated 3,000-pound Firebird with a TH400, a 28-inch-tall tire, and a 4.10:1 gear using the Quarter Pro software. The sim reported a 9.90 at 135 mph, which should make any Pontiac owner proud. We certainly do live in the golden age of horsepower.

14/15Buttoning up the engine was a complete set of 1.60/1.65:1-ratio T&D shaft rockers actuating Manley mechanical roller valvesprings and retainers.

PONTIAC POWER

RPM

TQ

HP

BSFC

4,600

525

460

0.445

4,700

525

470

0.439

4,800

529

483

0.436

4,900

534

498

0.437

5,000

538

512

0.436

5,100

543

527

0.434

5,200

547

541

0.435

5,300

548

553

0.432

5,400

548

563

0.429

5,500

549

574

0.429

5,600

549

585

0.430

5,700

549

596

0.431

5,800

546

603

0.432

5,900

541

608

0.433

6,000

536

612

0.431

6,100

530

616

0.429

6,200

524

619

0.429

6,300

519

623

0.434

6,400

515

627

0.437

6,500

511

632

0.439

6,600

507

637

0.443

6,700

503

642

0.445

6,800

499

645

0.451

6,900

493

648

0.460

7,000

488

650

0.469

Peak

549

650

0.429

Avg.

527.8

580.9

0.437

15/15The final top-end pieces included the requisite CV-1 Roland single-plane intake that Mitchell merely cleaned up internally along with a Holley 1050 three-circuit Ultra Dominator carburetor that required very little tuning to make 650 hp. Ignition was handled by an MSD billet distributor and BOP Engineering composite gear.